Stabilizer for suction governors



Jul '21, 1936.- O $048,423

A. A. BULL STABILIZER FOR SUCTION GOVERNORS Filed June 8, 1929 VII/II ,FYIIVIIIIII "WE FE Patented July 21, 1936 UNITED STATES STABII JZER FOR SUCTION GOVERNORS Arthur A. Bull, Detroit, Mich assig'nor to Randy Governor Corporation, Detroit, Mich, a corporation of Michigan Application June 8, 1929, Serial No. 369,489

22 Claims. (Cl. 137-153) This invention relates to governors, and more particularly to governors for hydrocarbon motors of the type actuated in accordance with the flow of fluid in the induction pipe of the motor.

More particularly the invention relates to such governors having an unbalanced valve the closing effort of which is balanced in all positions at a predetermined speed of the motor.

One feature of the invention is the provision 10 of means to augment the closing eflort of the governor valve at and near full open position.

Another feature is the provision of means to prevent fluttering of the governor valve.

Another feature is the provision of means 5 to prevent stealing or overrunning of the speed for which the governor is set, when the carburetor valve is substantially closed.

Still another feature is the provision of a single device that accomplishes the results of the '0 above mentioned first and second features.

Another feature is the provision of a single device that accomplishes the results of the first, second and third features mentioned above.

To these ends the invention consists of a gov- 25 ernor for internal combustion engines including a casing having a conduit therethrough, an unbalanced governing valve in said conduit actuated in a closing direction by the flow ofgases therein due to the operation of the engine, and means 30 responsive to the difference between atmospheric pressure and the pressure in said conduit to augment the movement of the valve towards closed position and/or prevent fluttering of the valve and/or prevent overrunning or stealing" 35 when the carburetor valve is adjacent closed positiqn.

Other objects and features of novelty will be apparent from the description taken in connection with the drawing in which: a

40 Figure l is a front elevation of a governor constructed accordingto the present invention showing the cover plate removed from the chamber housing the mechanism;

Figure 2 is a vertical section on line 2--2 of 45 Fig. 12 v Figure 3 is a vertical section on line 3-3 of Fig. 2; and

Figure 4 is a vertical section through the the invention, the control valve takes the form of a butterfly valve l arranged in a conduit ll adapted to be included in the induction pipe of the engine between the intake manifold on the upper side and the carbureter on the lower side, 5 it being assumed that the carbureter is provided with a manually controlled throttle valve. The device of the present invention as a unit is adapted to be secured in position by bolting the upper flange l2 thereof to the flange of the intake man ifold and the lower flange ii to the flange of the carbureter.

The conduit portion II is preferably square in cross section in order that the valve may have a better fit and that a large area thereof may be at u a great distance from the shaft, since, as particularly shown in Figs. 2 and 3, the valve is of the unbalanced type wherein the larger portion is below the spindle I6 and the much smaller portion I! above the spindle which is offset from the center ofthe conduit, as clearly shown in Fig. 3. This condition results in a closing effort being applied to the valve when thefuel flows upwardly in the induction pipe section II, as will be evident from an inspection of Fig. 3.

This closing efl'ort increases rapidly as the valve approaches the closed position. In the open position the velocity of the, fuel flowing through the induction pipe is largely responsible for the closing effort, but as the valve approaches the closed position, there is a change in pressure on the two sides thereof due to the suction of the engine pistons acting on the upper face. The resistance offered to movement of the valve, by a conventional spring, increases directly with the compression or extension of the. spring and therefore a spring cannot be connected directly to the unbalanced valve to resist the closing eflort of the fuel flow and still have the governor maintain a constant speed of the engine at all loads. The present invention employs any suitable method of applying a spring opposing the valve closing eifort so that the two will be balanced for substantially all positions of the valve at a predetermined engine speed and is more particularly directed to .the provision of means to pro vide auxiliary or augmentative effort to aid in closing the valve, and/or preventing stealing or overrunning and/or preventing fluttering of the governor valve.

The valve is'mounted on the spindle I6 journaled in bearings l8, l8 in the casting l9 forming the main portion of the governor device and carrying the aforementioned flanges l2 and It. At what may be considered the front end 20 of the casting l9 is secured the casting 2|, by any suitable-joint 22, and forming the mechanism chamber 23 more or less kidney-shaped, as shown in Fig. 1. The shaft It extends into this chamher and receives on its end the'hub of a crank 24 which is non-rotatably secured thereto. This crank carries at its lower end a stud 25 having journaled thereon a roller 25 which bears along the curved face 21 of the arm 23 pivoted at 23' 10 to the bottom wall of the compartment housing 23. The opposite end of the arm 23 is pivoted to the link 29 attached to one end of the helical spring 30, the opposite end of which is adjustably secured, as at 31,. to the wall of the housing. A boss 32 forms a stop for the lever 24 so that the spring normally holds the valve inthe partially closed position shown in Figs. 1 and 3 so that it will always be ready to tendto close upon the flow of fuel. It will be seen that as the valve tends to close, the lever 24 will rotate in a counterclockwise direction, as viewed in Fig. 1, and the lever arm through which it acts on the spring will be increasingly shortened as the roller 25 rolls along 25 the surface 21 and approaches the pivot 28'. This action is modified to some extent by the curvature of the face 21 of the lever 23, which curvature is worked out so that the spring exerts a force in any position of the valve which exactly 39 balances that tending to close the valve at a predetermined engine speed.

The governor as just described functions in "accordance with known principles in a very satisfactory manner, but it is found that when this type of governor is applied to certain types of engines, there is a tendency for the butterfly valve to oscillate or fluctuate due to the changes.

in velocity and pressure in the induction pipe as the various pistons come into operation. This is especially noticeable in large four-cylinder engines and it has been found that such oscillation,

I by constantly vibrating the various parts of the governor, wears the various bearing points quite rapidly. To overcome this dimculty, the present invention contemplates the provision of stabilizer mechanism to steady the valve. This mechanism takes the form of a dash pot, as seen in Fig. 3 and comprises a piston 33 linked to the valve Ill and working in a cylinder 34. The cylinder is conveniently an open-ended tube provided with a-reduced end 35 having a pressed flt into a hole 35 in the side of the induction pipe 'I I. The piston can be of any desired type and is here shown as a trunk piston having the wrist pin 35' which is connected bymeans of the link 31 to the pin 33 on the clevis 33 riveted to the lower face of the longer arm of the butterfly valve It.

To close the open outer end of the cylinder,

9 resort is had to a punched or pressed metal thimble or cap 40 which has a press or drive flt over the outer wall of the cylinder 34. To permit a restricted flow of atmospheric air to the outer face of the piston, the cylinder wall is provided with several longitudinal grooves 4| in the portion over which the skirt 42 of the thimble fits and this skirt is provided with a plurality of short projections 43 at the free edge thereof which not only prevents the flange 44 atthe bottom .of the skirt from fitting tightly against the face of mi casting l5, but also holdsthe head portion of he thimble away from the upper edge of the cylinder, as clearly shown in Fig. 3. Furthermore, there is a clearance space 45 at the lower edge of the cylinder so that air can pass position.

in the spaces between the lugs 43 through the clearance space 45 and up through the grooves 4| and gain access-to the outer face of the piston. The amount of air flowing can readily be controlled by the size of the grooves in the outer 5 surface of the cylinder or by the length of the lugs 43, or both, so that any desired dash pot action can be had to give the required damping to the valve.

The inner face of the piston 33 is exposed to l. the sub-atmospheric pressure in the induction pipe and particularly to the sub-atmospheric pressure between the butterfly valve Ill and the throttle valve 45 in the carbureter, not shown. This pressure will vary from nearly atmospheric 15 with full open throttle valve to a fairly low pressure when the manually controlled throttle valve is substantially closed, for the engine suction will thenact in the space between the two valves.

As is well-known, the closing efiort on the governor valve is a minimum when opened as far as permitted, and a maximum when adjacent closed-position. As the pressure in the conduit between the governor and manual throttles is always sub-atmospheric due to the resistance to 25 the flow of gases presentedby the carburetor throttle valve and the carburetor itself, the difference of pressures on the two sides of the pis; ton 33, that is the pressures inside and outside of the governor, augmentsand increases the closing effort of the governor valve. When the manual throttle is wide open this augmentative effort aids the nominal weak closingetfort oi the governor valve, when it is at and near full open 35 When the carbureter throttle valve is in a nearly closed position the governor valve ill will be substantially in its full open position, resulting in a vacuum or negative pressure nearly equal on both sides of the governor throttle 40 valve. The fuel velocity is also very low. Under these conditions the governor throttle valve will tend to remain in a wide open position causing a slight ove in the governor; that is, the speed of the engine under these conditions 45 may be controlled to some extent by the position of the carburetor throttle valve instead of the governor throttle valve. Here the device of the present invention steps in and aids the closing efiect on the governor valve. As the suction 50 in the intake conduit above the carburetor throttle valve is increased by the closing of the carburetor throttle valve, it is evident that this reduction in pressure on the inner face 'of the piston 33 will cause an unbalance of this piston due 55 entirely to pressure differences and not affected by velocity, which unbalance'provides an operating force assisting to move the governor valve it toward closed position. Hence, in addition to its other functions, the piston 33 becomes ef- 60 fective when the carbureter throttle valve is in a nearly closed position to compensate for the lack of velocity and consequent pressure on the lower face of the governor valve 15. From the foregoing it is apparent that the pis--'fl5 ton has three functions, first, to damp the action of the governor valve; second, to prevent overrun of the governor when the carbureter throttle valve is substantially. closed;v and third, to augment the closing effort of the governorvalve 70 when the carbureter throttle valve is at or near wide open position and particularly to augment this closing effort when the governor valve is at and near full open position. The whole assembly of this invention can readily be attached to 75 the-form of governor shown and can also be applied without departing from the spirit of this invention to other forms of governors working on substantially the same principle as that disclosed,

1. The combination with the induction pipe of i an internal combustion engine having a manually operable throttle valve therein, 01' a governor between said valve and the engine cylinders including a governing member in said pipe actuated in a closing direction by the operation of the motor, means opposing said closing movement at a predetermined speed ofthe motor with a substantially equal efiort in all positions of said memher, said effort being unequal to the closing effort of the member at other speeds and means actuated by induction pipe pressure only, adapted to apply closing efiort to. said member only when the pressure on the throttle valve side of the governing member is less than atmospheric.

2. The combination with the induction pipe of an internal combustion engine having a manually operable throttle valve therein, of a governor between said valve and the engine cylinders including a; governing member in said pipe actuated in a closing direction by the operation of the motor, means opposing said closing movement at a predetermined speed of the motor with a substantially equal efiort in all positions of said member, said efiort being unequal to the closing effort or the member at other speeds and means actuated by reduction in pressure in said induction pipe between the throttle valve and governing member to apply closing eflort to said member when the throttle valve is nearly closed.

3. The combination with the induction pipe or an internal combustion engine having a manually operable throttle valve therein, 01 a governor including an unbalanced throttle valve in said induction pipe, between said manually operable throttle valve and the engine cylinders, normally actuated toward closed position by the velocity of fuel in said induction pipe, yielding means opposing movement of said unbalanced throttle valve, means to balance the closing effort and theeflort of the yielding means at a predetermined speed of the engine and all positions of the unbalanced throttle valve, and means exposed to atmospheric pressure to augment said closing effort at and near full open position of said unbalanced throttle.

4. The combination with the induction pipe of an internal combustion engine having a manually operable throttle valve therein, oi a governor including an unbalanced throttle valve in said in duction pipe pressure between the two throttle valves and at the other to atmospheric pressure.

5. The combination with the induction pipe of an internal combustion engine having a manually operable throttle valve therein, of a governor including an unbalanced throttle valve in said induction pipe, between said manually operable throttle valve and the engine cylinders. normally actuated toward closed position by the velocity of fuel in said induction pipe, yielding means op- 10 posing movement of said unbalanced throttlevalve, means to balance the closing eflort and the eflfortoi' the yielding means at -a predetermined speed of the engine and all positions of the unbalanced throttle valve, and means to augment 16 said closing eflort at and near full open position of said unbalanced throttle, said last mentioned means comprising a piston having one face exposed to the induction pipe pressure existing between the two throttle valves and the other to; i atmospheric pressure.

6. The combination with the induction pipe or an internal combustion engine having a manually operable throttle valve therein, of a governor including an unbalanced throttle valve in said 25 induction pipe, between said manually operable throttle valve and the engine cylinders, normally actuated toward closed position by the velocity of fuel in said induction pipe, yielding means opposing movement of said unbalanced throttle valve, means to balancethe closing eifort. and the efiort of the yielding means at a predetermined speed ot'the engine and all positions of the unbalanced throttle valve, means to augment said closing effort at and near full open position of said unbalanced throttle, said last mentioned means comprising a piston having one face exposed to the induction pipe pressure existing between the two throttle valves and the other to atmospheric pressure, and means to restrict the flow of air to I said atmospheric face of said piston so as to cause dash pot action to prevent fluttering oi the unbalanced throttle valve.

7. The combination with the induction pipe of an internal combustion engine having a manually operable throttle valve therein, 01' a governor including an unbalanced throttle valve in said induction pipe, between said manually operable throttle valve and the engine cylinders, normally actuated toward closed position by the velocity of fuel in said induction pipe, yielding means opposing movement of said unbalanced throttle valve, means to balance the closing efiort and the eifort or the yielding means at a predetermined speed of the engine and all positions of the unbalanced throttle valve, 2. cylinder in the wall of said induction pipe between the throttle valves, a piston in said cylinder having one face exposed to I atmosphericpressure and the other to induction pipe pressure, and means operatively associating said piston and unbalanced throttle valve.

8. The combination with the induction pipe of an internal combustion engine having a manually operable throttle valve therein, 01' a governor including an unbalanced throttle valve in said ini duction pipe, between said manually operable throttle valve and the engine cylinders, normally actuated toward closed position by the velocity of fuel in said induction pipe, yielding means opposing movement of said unbalanced throttle valve, 1 means to balance the closing eii'ort and the eiiort of the yielding means at a predetermined speed or the engine and all positions of the unbalanced throttle valve, a cylinder in the wall of said induction pipe-between the throttle valves, a piston in said cylinder having one face exposed to atmospheric pressin'e and the other to induction pipe pressure, and a link connecting said piston and unbalanced throttle valve, said link being arranged to cause the piston to exert maximum efiort on said valve when the valve is fully open.

9. The combination with the induction pipe of an internal combustion engine having a manually operable throttle valve therein, of a governor including an unbalanced throttle valve in said induction pipe, between said manually operable throttle valve and the engine cylinders, normally actuated toward closed position by the velocity of fuel in said induction pipe, yielding means opposing movement of said unbalanced throttle valve, means to balance the closing effort and the effort of the yielding means at a predetermined speed of the engine and all positions of the unbalanced throttle valve, a cylinder in the wall of said induction pipe between the throttle valves, a piston in said cylinder having one face exposed to atmospheric pressure and the other to induction pipe pressure, means operatively associating said piston and unbalanced throttle valve and means restricting the flow of air to the atmospheric face of said piston.

10. A governor having a conduit portion adapted to be secured between the carburetor and intake manifold of an internal combustion engine, a valve in said conduit adapted to be actuated in a closing direction in accordance with the How of fluid in said conduit, yielding means resisting the closing movement, a dash pot mechanism connected to said valve to prevent fluttering, and means to cause said dash pot to aid with maximum effort the closing eifort of said valve at wide open positions of the valve when low fuel velocities exist in said conduit.

11. A governor having a conduit portion adapted to be secured between the carburetor and'intake manifold of an internal combustion engine. a valve in said conduit adapted to be actuated in a closing direction in accordance with the flow of fluid in said conduit, yielding means resisting the closing movement, a dash pot mechanism connected to said valve to prevent fluttering, and means to apply the pressure in the conduit on the carburetor side of said valve only to said mechanism to aid said closing effort of said valve.

12. A governor having a conduit portion adapted to be secured between the carburetor and intake manifold of an internal combustion engine, an unbalanced butterfly valve therein, a counterbalancing means connected to balance the turning effort of said valve at a predetermined speed of the engine, a dash pot cylinder in a wall of said conduit, a piston therein, a link connecting said piston to said valve to am it in closing when low conduit pressure acts on the inner face of said piston, and means closing the outer end of said cylinder but permitting a restricted flow of atmos pheric air to the outer face of said piston.

13. A governor for internal combustion engines including an unbalanced governing valve actuated in a closing direction by the flow of fluid thereover, and a vacuum responsive means for augmenting the closing efiort of said valve, said means being up-stream from said valve.

14. A governor for internal combustion engines including an unbalanced governing valve in the intake duct actuated in a closing direction by the flow of fluid through said duct, resilient means opposing the closing of said valve and vacuum responsive means augmenting the closing efiort of said valve, said means being located on the far side of the valve from the engine.

15. A governor for internal combustion engines including an unbalanced governing valve in the intake duct actuated in a closing direction by the flow of fluid through said duct, a manually controlledthrottle valve in said duct upstream from the unbalanced valve and a vacuum responsive means to augment the closing effect of said unbalanced valve, said means being actuated in accordance with the vacuum between said valves.

16. A governor for internal combustion engines including in combination, an unbalanced butterfly valve actuated in a closing direction by the operation of the engine, means responsive to the difference of pressures inside and outside of the governor connected to said valve to augment the closing force acting thereon, and means balancing said closing forces at a predetermined speed of the engine.

17. A governor for internal combustion engines comprising a casing having an intake passage adapted for connection with the intake of the 'engine, an unbalanced butterfly valve in said passtion by the gaseous stream passing toward the engine, means arranged out of the path of travel of the gaseous stream for exerting an additional force tending to close said valve and comprising a piston subjected on one side to the static pressure in said intake passage and on the other to atmospheric pressure, a connection between said piston and valve whereby the valvewill be moved toward closed position when the piston is moved by the atmospheric pressure thereon, and resilient means arranged to oppose the closing movement of said valve and having a characteristic substantially that of the combined forces tending to close said valve.

18. A governor for an internal combustion engine comprising, in combination, an unbalanced butterfly valve arranged in the intake passage of the engine and actuated in a closing direction by the flow of the gases to the engine, a cylinder, a piston movable therein, a connection between said piston and said valve, said cylinder on one side of said piston having communication with said intake passage and on the other side having communication with the atmosphere, whereby a differential force is exerted on said piston tending to close said valve, and resilient means arranged to oppose the closing movement of said valve and having a characteristic substantially that of the combined forces tending to close said valve.

19. A governor for internal combustion engines including a casing having a conduit therethrough adapted to form part of the engine intake passage and to be inserted in the intake passage between the usual carburetor valve and the cylinders, an unbalanced governing valve in said conduit actuated in a closing direction by the flow of fluid thereover, means responsive to the diil'erence between atmospheric pressure and the pressure in said conduit on the upstream side of the valve for augmenting the closing eiTort of said valve, and means arranged to oppose the forces tending to close said valve.

20. A governor for internal combustion engines adapted to be inserted in the intake manifold including an unbalanced governing valve actuated valve, said means being constructed and arranged so that its effect is reduced as the valve moves toward closed position, and means arranged to oppose the forces tending to close said valve.

21. A governor for internal combustion engines adapted to be inserted in the intake manifold of the engine including an unbalanced governing valve actuated in a closing direction by the flow of fluid through the manifold, resilient means opposing the closing of said valve and means responsive to the difference between atmospheric pressure and the pressure in said manifold for augmenting the closing effort of said valve with decreasing effect as said valve closes.

22. A governor for internal combustion engines comprising a casing having an intake passage adapted for connection with the intake of the engine, an unbalanced valve in said passage adapted all positions of the valve.

to be actuated toward closed position by the gaseous stream passing toward the engine, means arranged out of the path of travel of the gaseous stream for exerting an additional force tending to close said valve and comprising a piston subjected on one side to the static pressure in said intake passage and on the other to atmospheric pressure, means actuated by said piston to move the valve toward closed position when the piston is moved by the difference between said atmospheric and static pressures, and means including a spring and a device to modify the action thereof arranged to balance the forces tending to close said valve at a predetermined speed of the engine for ARTHUR A. BULL. 

